Electropneumatic brake



S. L. WILLIAMS Feb. 14, 1939.

ELECTROPNEUMAT IQ BRAKE Filed Aug. 3l, 1934 3 Sheets-Sheet l Feb. 14, 1939. s. l.. WILLIAMS ELECTROPNEUMATIC BRAKE Filed Aug. 51, 1934 3 Sheets-Sheet 2 w. s SAMUEL I .wvLLlAMs %f/ 4f ATTORNE `m @hw WOW um. www www KLN mm `N @N @mm @mm Feb. 14, 1939. S. L. WILLIAMS 2,147,327

ELEGTROPNEUMAT IC BRAKE Filed-Aug. 51, 1934 3 sheets-sheer 5 \\\\\\\\"WI` 4S 6, w

RELEASE 4 foi POS/wmv EMERGENCY SERV/CE ZONE SERV/OE ZONE POSITION MERGE/VOY POS/ HON Fig-5 EMERGENCY PoS/T/ON RELEASE PoS/T/o/v S/CEZONE RELEASE EMERGENCY POS/T/ON N POS/T/ON SERV/CE ZONE 282 @o 8 INVENTOR SAMUEL. LWILLIAMS A TTORNE Y Patented Feb. 14, 1939 PATENT OFFICE ELECTROPNEUMATIC BRAKE Samuel L. Williams New York, N. Y., assignor to The Westinghouse Air Brake Company, Wilmerding,

19 Claims.

This invention relates to brake systems for trains and more particularly to a brake system of the electropneumatic type.

One object of the invention is to provide an improved brake system for a train whereby pneumatically actuated brakes on the cars of the train may be controlled either electropneumatically or pneumatically.

Another object of the invention is to provide a train brake system of the above character in which electropneumatic brake applying means and pneumatic brake applying means are oper ated simultaneously to eiect an application of the brakes, but in which the pneumatic brake applying means is ineffective except in case of failure of the electropneumatic brake applying means.

Another object of the invention is to provide a train brake system of the above character including means whereby the degree of brake application on the cars of the train will vary according to the load carried by the cars when the brakes are applied by operation of either the electropneumatic brake applying means or pneumatic brake applying means.

Other objects and advantages will be apparent from the following more detailed description of the invention.

In the accompanying drawings; Figs. l-lA are diagrammatic views, mainly in section, of an electropneumatic brake equipment embodying the invention and showing 'the apparatus adapted to be employed on' the leading or control car ci" a train, said apparatus including that adapted to be employed on cars of the train other than the leading car, Fig. 1A being a continuation of Fig. l; Figs. 2, 3, 4 and 5 are sectional views taken on the line 2-2, 3 3, rfi-i and 5 5, respectively, through the brake valve device shown in Fig. l; Fig. 6 is an enlarged view oi a switch shown in Fig. l associated with the brake valve device; Fig. 7 is a view similar to Fig. 6 but showing the switch in a different operating position; and Fig. 8 is another View of the switch shown in Figs. 6 and 7.

As shown in the drawings, the brake equipment adapted to be carried only on the control car of a train comprises a combined brake valve and brake switch device i and an eiectropneumatic control device 2, while the apparatus adapted to be employed on the control car as well as all other cars oi the train comprises a pneumatic brake controlling valve device 3 for controlling the brakes on a car pneumatically, an electric brake controlling valve device (l for con- Pa., a. corporation of Pennsylvania Application August 31,

1934, serial No. 742,261 (c1. 30s- 15) trolling the brakes on a car electrically, a relay valve device 5 adapted to be controlled by the electric brake controlling valve device 4, a varable load mechanism 6 for controlling the degree of brake application effected by said electric 5 brake controlling valve device i and pneumatic brake controlling valve device 3, and a double check valve device i. The control car apparatus may further comprise a main reservoir 8 which is connected to a main reservoir pipe Q adapted 10 to extend through the train, a feed valve device iii, and a source of electrical energy such as battery II, while each car of the train is provided with the usual auxiliary reservoir i2 associated with the pneumatic brake controlling valve device 15 3, and the usual brake cylinders I3.

The brake valve portion of the combined brake valve device and brake switch device l is of the type known as the self-lapping type and comprises a casing having a chamber i4 connected 2G at all times to a brake pipe I5 which extends through the train, and further comprises a brake pipe charging valve i6 for supplying iiuid under pressure tc chamber I4 and from thence to brake pipe I5, and a brake pipe discharge valve Il for venting fluid under pressure from said chamber and brake pipe. The supply valve I6 is contained in a chamber I8 which is connected to a passage I9 leading to the feed valve device l0 and is subvject to the pressure of a spring 2li adapted to 30 urge said valve toits seat. The discharge valve II is carried by a movable abutment 2l, and a spring 22 contained in said abutment is provided to urge said valve from its seat. The movable abutment 2l is subject on one face to 35 the pressure of iiuid in chamber i4 and on the opposite face to the pressure of an adjustable control spring 23 'which is contained in a chamber 24, said chamber being at all times open to the'atmosphere'through an atmospheric vent 40 passage 25.

A fulcrum member 25 is slidably mounted in a suitable bore in the casing of the brake valve device and a beam 21 is pivotally mounted, intermediate its ends, on a pin 28 carried by the ful- 45 crum member 26. One end of beam 21 carries a push rod 29 the free end of which engages the supply valve I6 in a recess 36, while the other end of said beam carries a roller 3l which en gages the stem 32 of the brake pipe discharge 50 valve I1.

A rotatable stem 33 is suitably journalled in the brake valve casing and extends through chamber I4 and chambers 34 and 35 formed in said casing, and a collar 36 is provided on said 55 stem within chamber I4 between which and the casing surrounding said stem is provided a gasket 31 to prevent leakage from chamber I4. A brake valve handle 38 is secured to said stem, outside oi the casing, for turning said stem. The brake valve casing is provided with a quadrant 58, and the handle 38 is provided with a spring pressed latch 5I adapted to slide over said quadrant and drop into a notch 52 for defining the termination of a certain brake control zone, while the quadrant is provided at opposite ends with outstanding lugs 53 and 54 adapted to be engaged by said handle for defining the extreme positions of said handle, the various controlling positions of said handle being indicated in Fig. 2.

A cam 39 is provided on the stem 33 in charnber I4 in operating alignment with the fulcrum member 28 and is adapted upon turning said stem by handle 38 from release position through the service Zone to vary the position of the fulcrum member 28, as will be evident from an inspection of Fig. 5, for controlling the operation of the charging valve I8 and discharge valve I1.

A brake pipe vent valve 48 is contained in a chamber 4| which is connected to a passage 42 leading to the brake pipe chamber I4, and a spring 43 also contained in chamber 4| acts on said vent valve to urge same into engagement with seat rib 44. The chamber 4| is open through an aperture 45 to a chamber 48 which in turn is open to the atmosphere through an atmospheric vent passage 41. A stem 48 carried by the vent valve 48 projects through aperture 45 and a suitable bore in the casing wall separating chambers 35 and 48, and into chamber 35, and a cam 49 carried by the stem 33 in chamber 35 isprovided to unseat the vent valve 48 when the brake valve handle 38 is moved to emergency position, as will be noted from an inspection of Fig. 3 of the drawings.

The combined brake valve device and brake switch device I is provided with an outstanding lug 55 having oppositely disposed ears 56 and 51 carrying two toggle switches. One of the toggle switches comprises a switch arm 58 one end of which is pivotally mounted on a pin 59 in the ear 58, while the other end of said arm is provided with a contact 88 which is insulated from said arm and adapted to engage a xed contact 8|. One end of a spring 62 is connected to a pin 83 provided in the outer end of arm 58 while the other end of said spring is connected to a pin 84 in the lug 55, said spring being provided to snap the contact 88 to a circuit opening and a circuit closing position after the arm 58 is moved, by means to be hereinafter described, to a position in which the force of said spring acts at either one side or the other of fulcrum pin 59. The other toggle switch comprises a switch arm one end of which is pivotally mounted on a pin 88 in the ear 51, while the other end is provided with a contact G1 insulated from said arm and adapted to engage a xed contact 68. One end of a spring 89 is connected to a pin 18 provided in the outer end of arm 65 while the other end of said spring is connected to pin 54 in the lug, said spring being provided to snap the contact 81 to a circuit opening and circuit closing position as above described in connection with spring 82.

A lever 1I is provided to control the operation of the toggle switch arms 58 and 85. The lever 1I is pivotally mounted intermediate its ends on a pin 12 provided in the end of a fulcrum rod 13 which is supported by the casing of the combined brake valve and brake switch device I, and slidably extends through a suitable bore in said casing into a chamber 15. A roller 18 is provided in the end of the fulcrum rod 13 in chamber 15 and engages a cam 11 on the rotatable stem 33, and a spring 18 surrounding rod 13 within the chamber 15 acts on a collar 19 on said rcd urging the roller 16 against the cam 11.

The toggle switch arms 58 and 85 are operatively connected to the lever 1I at one side of the fulcrum pin 12 by means of rods 88 and 8|, respectively, which are pivotally connected to the respective switch arms and freely extend through openings in the lever 1|. The rod 88 is provided on its free end with a button 82 adapted to be engaged by one side of lever 1 I while spaced from said button and on the opposite side of the lever 1| a collar 83 is provided adapted to be engaged by said opposite side of said lever, the difference between the space between adjacent faces of the button 82 and collar 83, and the thickness of the lever between said adjacent faces being provided to permit the snap movement of switch arm 58 due to the action of spring 62, as will be hereinafter described. The rod 8i is procollar 85 spaced from said button and on the other side of the lever arm 1| to provide for snap operation of switch arm 85 by spring 89. Stop lugs 321 and 328 are provided on ears 58 and 51 to be engaged by switch arms 58 and 65, respectively, to define the circuit open position of said arms.

A piston 88 is contained in the casing of the combined brake valve and brake switch device I and is provided with a stem 81 which freely extends through a suitable bore in the casing and is pivotally connected by a pin 88 to the end of lever 1| opposite the end for controlling the toggle switches. The piston 88 has at one side a control chamber 89 connected to a passage 98 leading to a timing reservoir 9|, and has at the opposite side a chamber 92 open at all times to the atmosphere by way of clearance space between the stem 81 and the casing. A spring 93 contained in chamber 92 is provided to urge the piston 88 towards the left hand.

The electropneumatic control device 2 is provided to supply fluid under pressure to and release fluid under pressure from the timing reservoir 9| and comprises an application controly valve 94, a release control valve 95, an application magnet valve device for controlling the valve 94 and a release magnet valve device for controlling the valve 95. The application control valve 94 is in the form of a Valve piston having at one side a chamber 98 which contains a spring 99 for urging said valve into engagement with a seat rib |88 formed in the casing. The release control valve is also in the form of a valve piston having at one side a chamber |8| which contains a spring |82 for urging said valve into engagement with a seat rib |83 formed in the casing. The application magnet valve device comprises an application control magnet 96, a double beat valve |84 contained in a chamber |85 and having a fluted stem |88 extending through a bore in the casing into a chamber |81 which is vented to the atmosphere through an atmospheric passage |88, and having another uted stem |89 extending through a bore in the casing into a chamber ||8'. A spring is contained in the chamber ||0 and acts on a plunger ||2 urging said plunger against the end of the fluted stem |89. The release magnet valve de- 25 vided with a button 84 at its free end and a Vice comprises a release control magnet 91, a valve H3 contained in a chamber H4 which is vented to the atmosphere through an atmospheric vent passage H5, and a valve H6 contained in chamber H1, both of said valves having a iiuted stem extending through suitable bores in the casing and engaging in a chamber H8. A spring H9 is disposed in chamber H1, and acts on the valve H6 to urge said valve to its seat and at the same time urge valve H3 away from its seat.

The pneumatic brake controlling valve d'evice 3 comprises a service valve device |26, an emergency valve device |2|, a brake pipe vent valve device |22 and a high pressure valve device |23.

The service valve device |29 comprises a piston |24 having at one side a chamber |25 connected through chamber |31 and passage |36 to a passage |26 leading to brake pipe I5 and having at the opposite side a valve chamber |21 connected to a passage |28 which in turn is connected to a pipe |29 leading to auxiliary reservoir l2, said service valve device further comprising a main slide valve |36 and an auxiliary slide valve |3| contained in chamber |21 and adapted to be Operated by piston |24. A spring pressed stop |32 projects into piston chamber |25 and is adapted to be engaged by the piston |24.

The emergency valve device |2| comprises a piston |34 having at one side a chamber |35 connected to a passage |36 leading to chamber |31 in the service valve device, which chamber is connected through a passage |38 to passage |26 leading to brake pipe l5. The piston |34 has at the opposite side a chamber |39 connected to a passage |46 leading to a quick action chamber |4| and containing a main slide valve |42 and an auxiliary slide valve |43 adapted to be operated by piston |34. For operating the slide valves |42 and |43, the piston |34 is provided with a stem |44 extending into chamber |39, said stem having a recess for receiving the auxiliary slide valve |43 and spaced shoulders |45 and |46 adapted to engage the main slide valve |42 for operating same. The stem |44 is provided with a recess which cooperates with a recess in the top of the auxiliary slide valve |43 to form a pocket |41 which contains a charging check valve |43 adapted to seat on said auxiliary slide valve. A movable spring pressed stop member |49 projects into piston chamber |35 and is adapted to be engaged by piston |34.

The brake pipe vent valve device |22 comprises a vent valve 56 contained in a chamber |5| which is connected to passage |26 leading to brake pipe 5. A spring |52 is contained in chamber I! and acts to seat said vent valve, and a piston |53 is provided for unseating said vent valve, said piston having at one side a chamber |54 connected tol a passage |55 leading to the emergency valve device |2|, and having at the opposite side a chamber |56 which is open to the atmosphere at all times through a port |51, chamber |58 and passageway |59.

The nigh pressure valve device |23 comprises a valve |66 contained in a chamber |6| which is connected by a passage |62 to the main reservoir pipe 9, a spring |63 contained in said chamber for seating the valve |66, a plunger |64 for unseating said valve, and a piston |65 for actuating said plunger, said piston having at one side a chamber |66 connected to passage |55, and at the opposite side a chamber |61 which is connected to the atmosphere .at all times by way of passageway |68. The valve |60 has a uted stem |69 which slidably extends into a suitable bore in the casing into engagement with plunger |64, while the plunger is provided with a valve around its outer end, and a plurality of peripheral grooves |1| below the valve, to prevent leakage past said plunger when the valve |66 is unseated.

The electric brake controlling valve device 4 comprises a release magnet |12, a release valve |13 adapted to be seated upon energization of said magnet and contained in a chamber |14 which is open to the atmosphere through a passage |15. A fluted stern |16 projects from said valve through a suitable bore in the casing into a chamber |11, and a spring |18 contained in said chamber acts on a plunger |19 to urge said valve from its seat. The electric brake controlling valve device further comprises an application magnet |89, a valve 8| contained in a chamber |82 and a valve |83 contained in a chamber |84. E'ach valve I8! and |63 is provided with a luted stem which engage one another in a chamber |85, and a spring |86 contained in chamber |84 acts on valve |83 urging valve |83 to its seat and valve |6| away from its seat.

The relay valve device 5 comprises a piston |81 having at one side a control chamber |88 and at the opposite side a chamber |89. A stem |96 projects from said piston into a valve chamber |9|, and a baille piston |92 is provided on said stem separating chambers |89 and |9|. A brake |93 is disposed in the valve cation valve pilot valve |99 is mounted within the application valve cation from chamber |91 to chamber |9|, the application valve |96 and pilot valve |89 being arranged in axial alignment with the end of piston stem |90 and adapted to be successively unseated by said stem. A spring 296 is provided in chamber |91 and acts on the application valve |96 urging same into engagement with a seat rib 26|, while a spring 262, within spring 266, acts on pilot valve |99 urging said pilot valve intoengagement with a seat rib 283 provided in the application valve |96. A passage containing a restriction 294 provides a communication from chamber |96to chamber |91.

The variable load rnechanism` 6 comprises a brake cylinder pressure limiting valve device 205, adjusting mechanism 266, and a by-pass valve device 261.

The limiting valve device 265 comprises a casing having a chamber 298 containing a valve 269 which is provided with a iluted stem extending through a suitable bore in said casing and into a chamber 2|6 at one side of a flexible diaphragm 2H which engages said stem. A spring 2|2 in chamber 268 acts on the valve 269 urging same to its seat, while a spring 2|3 acts on the diaphragm 2H for urging the valve 269 away from its seat. A movable plunger 2 4 is slidably mounted in a suitable bore in the casing and engages one end of spring 2| 3, and an adjusting screw 2|5 is carried by said plunger and is adapted to be engaged by an arm 2 |6 secured toa shaft 2|1 which is rotatably carried in a bracket 2| 8 formed integral with the casing.

Also secured to the shaft 2|1 is an arm 2|9,

which, at its free end, is provided with a curved surface 226 in the form of an arc of a circle.

The adjusting mechanism 266 comprises a casing containing a strut piston 22| having a stem 222 which extends through an opening in the casing and which, adjacent its outer end, is operatively connected to a lever 223 by a pin 224. The piston 22| has a chamber 225 at one side which is constantly connected to a pipe 226 through which fluid under pressure is adapted to be supplied for effecting the operation of a door engine 221 to open the door of a car. At the opposite side of piston 22| is a chamber 228 containing a spring 229 provided to urge the piston 22| to the normal position, as shown in the drawings.

An arm 236 is also secured to the shaft 2 l1, the free end of said arm being connected to one end of the lever 223 by a link 23 while the other end of the lever 223 is connected to one end of a tie rod 232 the other end of which connects to one arm of a bell crank lever 233 which is pivotally mounted on the body of the vehicle. The other arm of the bell crank lever 233 is provided with a roller 234 adapted upon clockwise rotation of said lever to engage a portion, such as the spring blank 235, of a car truck.

The casing further contains a locking piston 236 having at one side a chamber 231 connected to a passage 238 leading to the strut piston chamber 225, a spring 236 being provided to act on the other side of said piston to urge same to the locking position, as shown in the drawings.

'I'he piston 236 is provided with a stem 246 which is connected to one end of a lever 24| which is fulcrumed intermediate its ends on a pin 242 carried by the bracket 2|8. A link 243 is connected to the other end of lever 24| and a friction locking element such as roller 244 is carried by said link and disposed between the curved surface 220 of arm ZES and a surface 245 of a lug 246 carried by the bracket 2|8, surface 245 being so arranged with respect to the curved surface 226 that the roller 244, upon downward movement, acts as a wedge to lock the arm 2|9 in an adjusted position.

The by-pass valve device 261 comprises a movable abutment 241 having a chamber 248 at one side connected to a passage 249 leading to diaphragm chamber 2|6, and having a chamber 250 at the opposite side containing an adjustable spring 25| which acts on said abutment to urge same to the normal position, as shown in the drawings. The abutment 241 is provided with a pin 252 which extends through an aperture in the casing into a chamber 253 wherein, said pin normally engages and holds unseated a valve 254 which is subject to the opposing pressure of a spring 255 acting to seat said valve.

Also secured to the shaft 2 |1 are arms 256 and 251, the arm 256 being movable along a contact plate 258 for varying the resistance in a power circuit of the control car according to the load carried by said car, while the arm 251 is connected by a link 259 to the stem 266 of a volume varying piston 26| which is provided at one side with chamber 262 the volume of which is adapted to be varied according to the load condition of the car.

A double beat valve 263 is contained in a chamber 264 which is connected to a passage 265 leading to chamber 262 and is adapted to control communication between chamber 264 and cham:- bers 266 and 261. A stem 268 connects the double beat valve 263 to a piston 269 having at one side a chamber 210 which is connected to the door opening pipe 22'6, and having at the opposite side a chamber containing a spring 21| acting on said piston urging same to the normal position, as shown in the drawings.

The adjustment of the variable load mechanism according to the load on a car is accomplished in the following manner.

When fluid under pressure is supplied to pipe 226 to effect the operation of door engine 221 to open the door of the car, in the usual well known manner, fluid under pressure also flows from said pipe to the strut piston chamber 225 and from. thence through passage 238 to the locking piston chamber 231, and also from pipe 226 to piston chamber 216. Fluid under pressure thus applied to the strut piston 22| moves said piston outwardly against spring 229 into engagement with a shoulder 212 in the casing, and thereby rotates lever 223 about its fulcrum connection with link 23| until the roller 234 engages the spring plank 235 on the truck. When sufficient pressure has been built up in chamber 231 on the locking piston 236 to overcome spring 239, said piston is moved downwardly which actuates lever 24| to move roller 244 out of locking engagement with surfaces 220 and 245, and at substantially the same time, the piston 269 is moved against spring 21| and seats the double beat valve 263 in its left hand position in which the volume piston chamber 262 is opened to the atmosphere through passage 265, chamber 264 and atmospheric chamber 261.

With the variable load mechanism in the condition just described, the limiting valve spring 2|3 acts through plunger 2|4, screw 2|5, arms 2|6 and 236, link 23|, lever 223, tie rod 232 and the bell crank lever arms to hold the roller 234 against the car spring plank 235. Now if the load on the car is increased, the body of the car sinks toward the spring plank 235 and thereby operates the bell crank lever arm 233 to turn the shaft 2|1 in a clockwise direction, thereby operating the arm 2|6 to move the plunger 2|4 inwardly and compress or increase the pressure of the limiting Valve spring 2 |3. This rotation of shaft 2|1 also acts through arm 251, link 259 and stem 260 to move the piston 26| upwardly and thereby decrease the volume of chamber 262. In case there is a reduction in the load carried by the car and the car body moves away from the spring plank 235, the limiting valve spring 2 |3 expands in order to maintain roller 234 in engagement with spring plank 235 and in so doing the pressure of said spring is reduced and the consequent rotation of shaft 2|1 in a counterclockwise direction pulls the piston 26| downwardly thereby increasing the volume of chamber 262. In other words the pressure of the limiting valve spring 2|3 is increased upon an increase in car load and reduced upon a reduction in car load, while the volume of chamber 252 is reduced upon an increase in car load and increased upon a reduction in car load, and it will be further noted that, since the arm 2|9 is secured to shaft 2|1, its position also changes according to the car load.

When the car has been loaded, the pipe 226 is vented to the atmosphere to permit the door engine 221 to operate to close the door of the car.

With the pipe 226 thus vented to the atmosphere, the piston chambers 231, 225 and 210 are consequently vented. It will here be noted that the pressure of spring 239 is such that it will cause piston 236 to move upwardly before the strut piston 22| begins to move toward the left hand. As the locking piston 238 is moved upwardly by spring 239, the lever 24| is rotated and acts through the link 243 to pull the roller 244 into locking engagement with surfaces 220 and 245. Then, when the pressure in the strut piston chamber 225 is reduced sufficiently, the pressure of spring 228 returns the strut piston 22| and in so doing, operates the stem 222, lever 223, tie rod 232 and bell crank lever in such a manner that the roller 234 is lifted out of engagement with the car spring plank 235.

With the roller 24d in locking engagement with surfaces 22B and 245 and the Strut piston 22| returned to its normal position, as above described, the outward pressure of the limiting valve spring 2|3 acting upon plunger 2|4, screw 2|5 and arm ZIB will not affect the adjustment of said spring.

When the pressure in piston chamber 210 is reduced sufficiently, the pressure of spring 21| moves said piston and thereby the double beat valve 283 to their right hand or normal position, as shown in the drawings, and in this position, the piston chamber 282 is connected through passage 265, chamber 254 and past the double beat valve 253 to chamber 255 which is connected to a pipe 213 leading to chamber |85 in the electric brake controlling valve device 5 and to the piston chamber |88 in the relay valve device 5.

The double check valve device 1 is provided for controlling communication between the relay valve device 5 and the brake cylinders i3, and the variable load mechanism 6 and said brake cylinders, and comprises a casing containing a piston valve 214 having at one side a chamber 215 connected to a pipe 216 leading to valve chamber I8! of the relay valve device, and having at the opposite side a chamber 211 connected to a pipe 218 leading to diaphragm chamber 2m in the variable load mechanism. Avolume reservoir 219 is connected to the pipe 218. The double check valve device is also provided with a passage 280 connected to a pipe 28| leading to the brake cylinders |3, and adapted to be connected to chambers 215 and 211, according to the position of the piston valve 214.

One terminal of the battery li is connected to a wire 282 which is connected to the movable contacts 85 and 51' of the toggle switches on the combined brake valve and brake switch device while the other terminal of the battery is connected to a return wire 283 which extends through the train and to which is connected all of the magnets 95, 91, |12 and |88. The fixed contacts 5| and 68 of the toggle switches are connected to an application wire 284 and a release wire 285, respectively, which wires extend through the train. The magnets 96 and |85 are connected in parallel to the application wire 28d, and the magnets S1 and |12 are connected in parallel to the release wire 285.

In operation, when the combined brake valve and brake switch device is in the release position, as shown in Figs, l and 2, the toggle switches are open, and consequently, the circuits to all magnets in the train are open and the magnets deenergized.

In the release position of the combined brake valve and brake switch device i, the cam 4S is positioned, as shown in Figs. l and 3 of the drawings, to permit spring '13 to seat vent Valve 45, the cam 11 is positioned, as shown in Fig. 1 of the drawings, to permit spring 18 acting on to its extreme left hand or normal position,

collar 19 to maintain fulcrum rod 13 and therefore lever 1| in the innermost position, and the cam 39 is positioned to hold member Z5 in its outermost position, as shown in Figs. 1 and 5 of the drawings.

When the cam 39 and therefore fulcrum member 25 are positioned as above described, the brake pipe discharge valve |1 is seated upon its seat in abutment 2| against the opposing pressure of spring 22, and the brake pipe charging valve i5 is unseated against the opposing pressure of spring 26.

Fluid under pressure is supplied to the main reservoir 8 in the usual, well known manner. Fluid under pressure from the main reservoir hows to the main reservoir pipe 9 which extends through the train, and from said pipe huid under pressure hows to the feed valve device and the pneumatic brake controlling valve device 3.

The feed valve device |8 operates in the usual manner to reduce the pressure of fluid supplied from the main reservoir to the pressure desired to be carried in the brake pipe 5, and to supply fluid at this reduced pressure to the brake pipe charging valve chamber |8, by way of passage IS. From chamber 8 fluid at feed valve pressure flows past the charging valve 6 to chamber i4 and from thence to brake pipe I5 until the brake pipe is charged with uid at the pressure supplied by the feed valve device lil.

The pressure of huid thus obtained in chamber I4 acts upon the movable abutment 2| and moves said abutment towards the left hand against the pressure of the regulating spring 23.

` This movement of the abutment 2| relieves pre'ssure on one end of the beam 21 which permits the pressure of spring 2|] acting through the charging valve I6 on the other end of said beam, to move said charging valve toward its seat. 'Ihe pressure of spring 23 is preferably so adjusted with respect to the pressure supplied by the feed valve device l however, that when the pressure in chamber I4 and brake pipe I5 is increased to the degree supplied by the feed valve device, the abutment 2| ceases moving toward the left hand in a position in which the charging valve I6 is still partially unseated. By this construction, the feed valve device IU acts to maintain the pressure in brake pipe against leakage, when the brakes are released.

Fluid under pressure supplied to the brake pipe I5 fiows to passage |23 in the pneumatic brake controlling valve device 3, and through said passage to the vent valve chamber |5|, and from said passage through passage |33 to chamber |31 which is open to piston chamber |25 of the service valve device |29, and from chamber |31 through passage |38 to piston chamber |35 of the emergency valve device |2|. Y

With the parts of the service valve device |28 in the release position, as shown in the drawings, uid under pressure hows from chamber |25 through a feed groove 285 to valve chamber |21 and from thence through passage |23 to pipe |29 leading to the auxiliary reservoir i2, thereby charging said auxiliary reservoir. Fluid at the pressure in the auxiliary reservoir l2 iiows from passage |28 to a pipe 281 leading to the application valve chamber |98 in the relay valve device 5, and from said chamber through the restricted passage 234 to chamber |91 at the spring side of the application valve |96. With the application piston |81 in the normal or brakes released position, as shown in the drawings, the springs 200 and 202 in addition to the pressure of iiuid in the spring chamber |91 acts to hold the application valve |96 and pilot valve |99 against the seat ribs 20| and 203, respectively.

With the service valve device in the release position, just described, chamber 211 at the left hand side of the piston valve 214 in the double check valve device 1 is vented to the atmosphere along with the volume reservoir 219 by way of pipe 218, diaphragm chamber 2|10, passage 249, and past the ball valve 254 in the variable load mechanism 6 to pipe 288 leading to passage 299 in the pneumatic brake controlling valve device 3, and from said passage through a choke plug having an opening 290 for controlling the rate of release of brakes, to a passage 29|, and from thence through a cavity 292 in slide Valve |39 to an exhaust passage 293 leading to the atmosphere.

With the parts of the emergency valve device |2| in the normal or release position, as shown in the drawings, fluid supplied from the brake pipe to passage |36 flows through a passage 294 to the seat of slide Valve |42, and from said passage through a port 295 in said slide Valve and a registering passage 295 in the auxiliary slide valve |43 to chamber |41 which is open to valve chamber |39. Fluid thus supplied to chamber |39 flows through passage |40 to the quick action chamber I4! thus charging said chambers to brake pipe pressure.

With the emergency valve device |21 in the release position, the vent valve piston chamber |54 and the high pressure valve piston chamber |66 are both vented to the atmosphere by way of passage |55, port 291 in the emergency slide valve |42, cavity 298 in the auxiliary slide valve |43, port 299 in said slide valve |42 and exhaust passage 309 which leads to the atmosphere.

With the vent valve piston chamber |54 vented to the atmosphere, the vent valve |50 is held seated by the combined pressures of spring |52 and fluid from the brake pipe in chamber |5|, While with the high pressure valve piston chamber |66 vented to the atmosphere, the high pressure valve |60 is held seated by the combined pressures of spring |63 and fluid at main reservoir pressure which is Supplied from the main reservoir pipe 9 to chamber |6| by way of passage Fluid under pressure from brake pipe I5 flows to the electro-pneumatic control device 2, and through a passage 30| in said device to the seated area of the application control valve 94 outside of seat rib |09, and from thence through passage 302 to chamber ||0. With the application control magnet 96 deenergized, spring holds the double beat Valve |04 seated in its upper position, so that fluid flows from chamber ||0 to chamber |05 and from said chamber through passage 303 to chamber 98 at the spring side of the application control valve 94, which valve is thus held seated against seat rib |60 by the combined pressures of fluid and spring 99 in chamber 98.

With the release control magnet 91 deenergized, the valve I6 is seated and the valve I3 is unseated due to the action of spring ||9. With the valve ||3 unseated, the chamber |01 at the spring side of the release control valve 95 is vented to the atmosphere through passage 304, chamber ||8, past the valve ||3 and through the atmospheric exhaust passage ||5, and as a consequence, the piston chamber 89, in the combined brake valve and brake switch device and the timing reservoir 9| are both at atmospheric pressure, being vented through pipe 305 and the slight clearance space provided between the release control valve 95 and the casing, to the vent ed chamber |0I.

Fluid under pressure is supplied from the brake pipe l5 to chamber |84 in the electric brake controlling valve device 4. Both the application magnet |89 and release magnet |12 of this device are normally deenergized, which permits spring |38 to seat valve |83 and unseat valve |8|, and spring |18 to unseat valve |13. With these valves in this condition, the relay valve piston chamber |88 and the variable volume chamber 262 of the variable load mechanism 6 are both vented to the atmosphere by way of pipe 213, chamber |85, past the unseated valve |8|, through passage 306 to chamber |11, thence past the unseated valve |13, through chamber |14 and to the atmosphere through the exhaust passage |15.

When the relay valve piston chamber |88 is thus open to the atmosphere, the piston |81 and the exhaust valve |93 assume the release position, as shown in the drawings, in which position the valve chamber |9| is vented to the atmosphere through a port 301 in said exhaust valve and past one end of said exhaust valve to a passage 308 leading to the atmosphere. Chamber 215 at the right hand side of the check valve piston 214, being connected through pipe 216 to the valve chamber 19| of the relay valve device 5, is thus normally vented to the atmosphere, and if the double check valve piston 214 is in the position shown in the drawings, the brake cylinders |3 are also normally vented to the atmosphere by way of the relay valve device 5 since said cylininders are connected through pipe 28| and passage 289 in the double check valve device to the vented chamber 215. 1I" the double check valve 214 is in its right hand position, then passage 280 is open to chamber 211 and therefore vented by way of said chamber through the variable load mechanism 6 and service valve device |20 in the manner hereinbefore described.

With the brake system fully charged with fluid under pressure, and with the brakes released and the variable load mechanism 8 properly adjusted for the load on the car, as above described, if it is desired to effect a service application of the brakes, the handle 38 of the combined brake valve and brake switch device is moved from the release position into the service Zone. It will here be noted that in the service zone ci handle 38, the apparatus operates to apply the brakes electropneumatically, as well as purely pneumatically, the latter operation being effective only in case the electropneumatic operation fails, however, as will be more fully described hereinafter.

Upon movement of the handle 38 into the service Zone, the cam 11 is turned and acts through the roller 16 to move fulcrum rod 13 and lever 1| outwardly toward the right hand a distance depending upon the degree of movement of said handle into the service Zone. During this movement of rod 13, spring 93 acts to hold the automatic lapping piston 89 in a xed position, so that the lever 1| turns in a clockwise direction about the pin 88.

The lever 1| in turning clockwise about the fulcrum pin 88 first engages the collar 85 on the toggle switch contact operating rod 8| and turns the switch arm 65 in a counterclockwise direction about the pin 66 until the spring 69 acts on the opposite side of said pin when said spring acts to snap the contact 61 into engagement with xed contact 98, thereby connecting the positive terminal of the battery through wire 282, contacts 61 and 88 and Wire 3II to the release train wire 285. At substantially the same time as the toggle switch arm 65 is operated as just described, the lever 1| engages the collar 83 on the operating rod 88 and operates said rod to turn the contact arm 58 in a clockwise direction about the pin 59 until the spring 62 acts on the opposite side of said pin and snaps the contact 88 into engagement with the fixed contact 8| thereby connecting the positive terminal of battery II to a wire 3 I 2 leadn ing to the application train wire 284. This circuit closing position of the toggle switch arms 58 and 55 is shown in Fig. 1 of the drawings.

The release magnet |12, being connected acre-ss the release train wire 285 and return train wire 283, which leads to the negative pole of batter I I, is energized when the toggle switch contact 81 engages contact B8 and consequently operates to seat the valve |13, while the application magnet |88, which is connected across the application train wire 284 and return wire 283, is energized when the toggle switch contact 68 engages contact 8|, and consequently operates to seat valve I8I and unseat valve |83.

The unseating of valve |83 permits fluid under` pressure to flow from brake pipe I through chamber |84 to chamber |85 and from thence through pipe 213 to the variable load chamber 282 and relay valve application piston chamber |88.

The pressure of fluid thus supplied to the application piston' chamber |88 moves the piston |81 towards the right hand which rst shifts the exhaust valve |93 on its seat to lap the atmospheric exhaust passage 388. Upon further movement of the application piston |81, the end of the piston stem |98 rst engages and unseats the pilot Valve I 99 and then engages and unseats the application valve |98. The unseating of the pilot valve |99 is adapted to vent iluid under pressure from chamber |91 at a rate exceeding the rate of supply through the restricted passage 284, and thereby reduce the seating pressure on the application valve, so that after the pilot valve |99 is unseated a slight increase in the pressure in chamber |88 will operate the application piston |81 to unseat the application Valve.

With the application valve |98 unseated, fluid ows from the auxiliary reservoir I2 through pipe |29, passage |28 in the pneumatic brake co-ntrolling valve device 3, pipe 281, chamber |98, past the application valve to chamber I9I and from thence through pipe 218 to chamber 215 at the right hand side of the doub-le check valve piston 214. The pressure of fluid thus` obtained in chamber 215 is .adapted to shift the double check valve 214 to its left hand position and thereby establish communication from said chamber to passage 288 through which fluid from the auxiliary reservoir is adapted to ow to pipe 28| and from thence to the brake cylinders I3 and thereby apply the brakes.

The release control magnet 91 and application control magnet 96 are connected to the same respective train wires and are adapted to operate simultaneously with the release magnet i12 and application magnet |88. The energization of the release control magnet 91 seats valve I3 and unseats Valve IIS thereby connecting chamber |8| at the spring side of the release control valve 95 through passage 384, chamber IIS, past valve IIE to chamber II 1 and from thence through passage 3| 3 to the opposite side of said control Valve outside of seat rib |83 and to the face of the application control Valve 94 within the seat rib |88. The energization of the application control magnet 96 shifts the double beat valve I 84 to its lower seated position thereby closing communication between the opposite sides of the application control valve 94, and at the same time venting iluid under pressure from chamber 98 at the spring side of said application control valve through passage 383, past the double beat valve |84 to chamber |81 and from thence to the atmosphere through passage |88.

With the spring chamber 98 vented to the atmosphere, fluid at brake pipe pressure acting on the opposite face of the .application control valve, outside of the seat rib |88, moves said Valve away from the seat rib |88, against the opposing pressure of spring 99, and thereby establishes a communication through which fluid from the brake pipe I5 ows past said valve to passage 3|3 and from thence through pipe 385 to timing reservoir 9| and chamber 89 at the left hand side of the lapping piston 88. Fluid under pressure from passage 3I8 also flows past the unseated release valve H8 to chamber ||8 and from thence through passage 384 to chamber I8I at the upper side of the release control valve 95 so as to equalize the uid pressures acting on the opposite sides of said release control Valve and thereby permit spring |82 to maintain said valve in engagement with seat rib |83.

The pressure of fluid thus obtained in the timing reservoir 9| and chamber 89 moves the piston 88 against the opposing pressure of spring 93 and thereby rotates the lever 1I about the pin 12 thereby causing said lever to rst engage with button 82 on the rod 88 and then pull said button and rod toward the left hand thereby rotating the contact arm 58 in a counterclockwise direction until the action of spring 82 is in a line on the left hand side of the pivot pin 59, at which time the contact arm and contact 68 are snapped to their normal or open circuit position. This operation pulls the contact 88 away from contact 8| and thereby opens the circuit to the .application train wire 284 and consequently causes deenergization of the application control magnet 98 and application magnet |88'.

The deenergizaton of the application control magnet 96 permits spring III to seat the double beat valve |88 in the upper position, which permits iiuid under pressure to equalize from the seat side of the application control valve 94 through passage 882, chambers |38 and |85 and passage 388 into chamber 98 at the spring side of said valve, whereupon spring 99 shifts said valve into engagement with seat rib |88 to close communication from the brake pipe passage 38| to passage 8|8 leading to the timing reservoir, so that the supply of fluid to said reservoir and the lapping piston chamber 89 is cut off and the fluid under pressure in said reservoir and chamber is bottled up. As a result, the movement of the lapping piston 86 ceases upon the cessation of the increase in pressure in chamber 89, and this occurs immediately following the operation of lever 1| and the toggle switch arm 58 to move contact 88 away from contact 8| to open the application train wire circuit.

When the application magnet |88 is deenergized by operation of the lapping piston 88 as above described, spring I 88 seats valve |83 and thereby cuts olf the supply of iluid from brake pipe I5 to the application piston chamber |88 and variable load chamber 252. 'I'he valve |8| is unseated upon the seating of valve |83 and opens communication from chamber |85 to chamber |82 which is connected through passage 306 to chamber |11, but with the release magnet |12 energized and valve |13 seated fluid under pressure is bottled up in the application piston chamber I 68 and variable load chamber 262.

As fluid under pressure is supplied from the auxiliary reservoir I2 by way of the relay valve device 5 and double check valve device 1 to the brake cylinders |3, fluid flows from passage 216 in the relay valve device through a passage containing a restriction 3|4 to chamber |89 at the right hand side of the application piston |81, and the consequent build up of pressure in chamber |89 is just slightly behind the build up of the control pressure in chamber |88, so that while the relay valve device is supplying fluid under pressure to the brake cylinders I3, the piston |81 will maintain the application valve |96 unseated. After the supply of nuid to the control chamber |88 is cut off and the fluid under pressure therein bottled up, as above described, the piston |81 maintains the application valve |96 o-pen until the pressure in chamber |88 is increased to a degree suflicient to overcome the control pressure in chamber I 88, at which time the application piston |81 is moved towards the left hand and permits springs 200 and 202 to seat the application valve |96 and pilot valve |99 and thereby cut oi the supply of fluid to the brake cylinders I3. The whole equipment is now in lap condition.

It will be noted, upon an inspection of Fig. 2 or the drawings, that the combined brake valve and brake switch device I is of the type having a service zone, and when the handle 38 is moved to any position in said zone, a service application of the brakes will be obtained in the manner above described, the degree of application varying according to the position to which the handle is moved, the maximum service application being obtained when the handle 38 is moved to the extreme right hand end of the zone.

If the application of brakes effected in the manner above described is less than the maximum or full service application, then in order to increase the degree of application, the handle 38 is turned further towards the right hand, as viewed in Fig. 2 of the drawings, according to the degree of increase in brake application desired.

This further movement of the handle 38 operates the cam 11 to move the fulcrum rod 13, and thereby the pin 12 upon which the lever 1I is iulcrumed, further towards the right hand. At this time the position of the lapping piston 86 is fixed by the opposing and equal pressures of spring 93 and fluid in chamber 89 so that the lever 1| fulcrums on pin 88 and consequently operates the application toggle switch arm 58 to again connect the positive terminal of battery to the application train vvire 284, whereupon the application magnet |88 is again energized and operates to supply fluid under pressure to the application piston chamber |88 and variable load chamber 262 and thereby cause the relay valve device 5 to operate and supply fluid under pressure to the brake cylinders I3 to increase the degree of application. The reenergization of the application control magnet 96 causes the application valve 94 to again open to increase the pressure in timing reservoir 9| and lapping piston chamber 89, whereupon the lapping piston is again moved toward the right hand against the opposing and increasing pressure of spring 93 until the toggle switch arm 58 is again oper- 75` ated to open the circuit to the application train wire 284 and thereby cause the apparatus to again operate to lap the brakes.

The brake system may be operated in the manner above described to graduate on an application of the brakes in such increments as desired, or if desired, the handle 38 may be moved to the extreme right hand end of the service zone, as viewed in Fig. 2, and the maximum service application of the brakes will be obtained in a single step.

In order to release the brakes electrically, after an application, the handle 38 is moved toward the left hand, as viewed in Fig. 2. This turns the cam 11 in such a direction as to permit spring 18 acting on the collar 19 of ulcrum rod 13 to move said rod and the pin 12, upon which lever 1I is fulcrumed, toward the left hand. Since at this time the lapping piston 86 is held in a fixed position by the opposing and equal pressures of spring 93 and fluid in chamber 89, the lever 1I pivots on pin 88 and turns in a counterclockwise direction. With the brake system in lap condition the toggle switch arm 58 is in the circuit open position, so that the turning of lever 1| engages button 84 on rod 8| and pulls said rod and acts to turn the release toggle switch arm 65 in a clockwise direction about the pin 66. As soon as the line of action of spring 69 is thereby transferred to the left hand side of pivot pin 66, said spring acts to snap the arm 65 to its normal position, as shown in Figs. l and 6. This moves contact 61 out of engagement with contact 68 thereby opening the circuit to the release train wire 285 and through the release magnet |12 and release control magnet 91.

rIhe consequent deenergization of the release magnet |12 permits spring |18 to unseat valve |13, and with the application magnet |80 deenergized, fluid under pressure is released from the application piston chamber |88 and variable load chamber 262 by way of pipe 213, chamber |85, past valve |8I, through chamber |82, passage 306, chamber |11, past valve |13, through chamber |14 and to the atmosphere through passage |15.

The consequent reduction in pressure in the application piston chamber |88, permits brake cylinder pressure acting in chambers |89 and |9| to move the application piston |81 toward the left hand and thereby shift the exhaust valve |83 so as to open communication from valve chamber I9I through port 301 in said exhaust valve and past the end thereof to passage 308 leading to the atmosphere. With the exhaust valve |93 in this position, iiuid under pressure is released from the brake cylinders I3 through pipe 28|, passage 280 and chamber 215 in the double check valve device, and from said chamber through pipe 216, valve chamber I9| and atmospheric passage 308, thereby releasing the brakes.

The deenergization of the release control magnet 91 permits spring |I9 to seat valve I|6 and unseat valve ||3 which permits Venting of iiuid under pressure from the chamber I8| at the spring side of the release valve 95, by way of passage 304, chamber IIB, past the valve II3 to chamber H4 and to the atmosphere through the atmospheric exhaust passage I I5. When the pressure of fluid in spring chamber IUI is thus reduced suiiiciently, fluid at the pressure in timing reservoir 9| and chamber 89, acting on the lower face of the release valve 95 outside of seat rib |03, moves the release valve away from the seat rib |03 and thereby establishes a com- 75 munication between passage 3| 3 and an atmospheric exhaust passage 3I5, through which iiuid under pressure is released from said reservoir and said chamber.

As the pressure of nuid in chamber 89 is thus relieved on the lapping piston 86, spring 93 moves said piston toward the left hand and consequently rotates lever 'Ii in a clockwise direction about the fulcrum pin 72.

If the handle 88 and therefore fulcrum rod 'I3 and pin l2 are 'returned to the release or normal position, then the clockwise rotation of lever 'Ii ceases, when the lapping piston 88 assumes its normal position, and at just about the time said lever engages the collar 85 on the rod 8l, so that the toggle switch arm 85 remains in its normal circuit opening position, and the release magnet I'IZ and release control magnet 91 remain deenergized so as to permit a complete release of brakes and a complete Venting of fluid under pressure from the timing reservoir 9| and piston chamber 89. This venting of fluid from timing reservoir 8l and piston chamber 89 occurs through the atmospheric exhaust passage 3I5, as hereinbefore described, until the pressure of iiuid acting on the lower face of the release valve 85 is overcome by the relatively light spring I2, then said spring moves said valve into engagement with seat rib |83, after which, the slight pressure still remaining in said reservoir and chamber is dissipated through the clearance space between said valve and the casing, to chamber IGI and from thence through passage 384, chamber II8, past valve IIS and through the atmospheric passage II5.

If instead of permitting a continuous and complete release of brakes after an application, as above described, it is desired to graduate the release of brakes, then the handle 38 is moved toward release position .to some position in the service zone depending upon the degree of release of brakes it is desired to eiect. This movement of handle 38 and the consequent movement ci the fulcrum rod 'I3 towards the left hand causes a release of duid under pressure from the brake cylinders I3 and timing reservoir SI and piston chamber 89, in the same manner as hereinbefore described.

Since the pin 'I2 in the fulcrum rod I3 is only permitted to move towards the release position a distance corresponding to the movement of the handle 38, the clockwise rotation of lever 1I on said pin, upon movement of the lapping piston 85 towards the left hand, as fluid under pressure is vented from the lapping piston chamber 89, causes said lever to engage collar 85 on rod 8l and operate said rod and thereby turn the release toggle switch contact arm 65 in a counterclock- Wise direction until spring 69 snaps the contact 67 into engagement With contact 68 thereby energizing the release train wire 285 and consequently the release control magnet 9'I and release magnet |12.

The energization of the release control magnet 9'I seats valve I I3 and unseats valve I I6 so as to supply fluid under pressure from the timing reservoir 9I through pipe 385, passage 3I3, chambers II'! and II8 and through passage 384 to chamber IDI at the spring side of the release valve 95. The uid pressures are thereby equalized on the opposite sides of the release valve 95, and spring |82 moves said valve into engagement with seat rib I 83 so as to prevent further reduction in pressure in said timing reservoir and 9 chamber 89, Vand consequently prevent further movement of the piston 86 toward the left hand.

The energization of the release magnet |12 seats valve H3 so as to prevent further venting of fluid under pressure from the application piston chamber I88 of the relay valve device 5 and from the connected variable load volume 262. When the brake cylinder pressure in valve chamber I8I and chamber |89 of the relay valve device is reduced to a -degree slightly lower than the bottled pressure in the application piston chamber I88, the application piston I8? is operated to move the exhaust valve |93 toward the right hand and lap the atmospheric vent passage 388 so as to prevent further venting of iluid under pressure from the brake cylinders I3. The apparatus now is in a lap condition in which a partial application o1c the brakes is held effective.

If now it is desired to further reduce brake cylinder pressure, the handle 38 is moved further toward the release position, which permits spring 'i8 to move the fulcrum rod I3 inwardly and thereby turn the lever in a counterclockwise direction about pin 88 to again operate the toggle switch arm 85 to open the circuit through the release train wire 285 and cause deenergization of the release control magnet 97 and release magnet I'I2. This permits a further venting of fluid from the brake cylinders I3 until the timing reservoir pressure is again reduced sufficiently to permit the lappingpiston 88 to again operate lever 'II and toggle switch arm 65 to energize the release control magnet 91 and release magnet I'I2 to again lap the brakes.

By moving the handle 38 through the service zone to the release position in a series of successive stages, the apparatus will-operate, as above described, to graduate 01T or provide a series of successive reductions in pressure in the brake cylinders I3 in accordance with the position of said handle.

From the above description of operation it will be noted that the lapping operation is automatically obtained in both applying and releasing the brakes by the operation of lapping piston 86 turning the lever 'll around the fulcrum pin '12, the position of which is xed by the position of the handle 38. The operation of the lapping piston 86 is in turn controlled by the increase and decrease of pressure in the timing reservoir 9| and lapping piston chamber 89 as controlled by the operation of the application control valve 94 and release control valve 95.

The application magnet I88 and release magnet |72 operate in synchronism With the application control magnet 96 and release control magnet 91, respectively, so that during the period of time fluid under pressure is being supplied to or released from the timing reservoir 9| and lapping piston chamber 88, fluid under pressure is being simultaneously supplied to or released from the variable load chamber 282 and the application piston chamber |88 of the relay valve device 5, thereby causing corresponding variations in pressure in the brake cylinders I3.

In other Words, the pressure obtained in the variable load chamber 262 and application piston chamber |88 and therefore in the brake cylinders I 3 depends upon the time required to effect a suflicient change in pressure in the timing reservoir 9| and lapping piston chamber 89 to permit operation of the toggle switch arms 58 and 65 according to the position of the handle 38 and therefore the pin 'I2 upon which the lever 1I is fulcrumed.

Since the volume of the variable load chamber 262 depends upon the load carried by the car and is increased upon a reduction in the load, and is decreased upon an increase in the load, it will be evident that the pressure obtained therein and in the application piston chamber |88 of the relay valve device 5 and therefore in brake cylinders I3, during the period of time that a change in pressure in the timing reservoir 9| and lapping piston chamber 89 is being effected, will be greater for a heavy load than for a light load, or, in other words, will be proportional to the load carried by the car regardless of the degree of application as governed by the position of the brake valve handle.

When the handle 38 is moved into the service zone to effect a service application of the brakes electropneumaticaliy, as above described, the cam 39 is also simultaneously turned in a counterclockwise direction, as -viewed in Fig. 5 of the drawings. This relieves the pressure of cam 39 on the fulcrum member 26 and permits said member to move toward the right hand and the beam 21 to turn clockwise due to the action of spring 20 which urges the valve I6 to its seat to cut off the supply of fluid from the feed valve device I0 to chamber I4 and from thence to brake pipe I5. As the cam 39 is turned further, pressure is relieved from the brake pipe discharge valve stem 32 which permits spring 22 to move the discharge valve I1 away from its seat in the abutment 2 I.

The unseating of the brake pipe discharge valve I1 permits iiuid under pressure to flow from the brake pipe I5, through chamber I4, past the brake pipe discharge valve I1 to spring chamber 24 and from thence to the atmosphere through the atmospheric exhaust passage 25.

As the brake pipe pressure is reduced in chamber I4 on the movable abutment 2|, the regulating spring 23 moves said abutment toward the right hand. With the handle 38 and therefore cam 39 in a certain position in the service zone, fluid continues to be vented from the brake pipe I5 until the movable abutment 2| moves into engagement with the discharge valve I1 to prevent further venting.

If the handle 38 and therefore cam 35 are turned from release position only part way through the service Zone, then the degree of reduction in brake pipe pressure effected past the discharge valve I1 is limited to less than a full service reduction. In such a case, if it is desired to increase the degree of brake pipe reduction, the handle 38 and cam 39 are turned further through the service zone in a counterclockwise direction, as viewed in Figs. 2 and 5 of the drawings. This action further relieves the pressure on the fulcrum member 26 which permits spring 22 to unseat the discharge valve I1 and effect a further reduction in brake pipe pressure, such reduction being limited by the regulating spring 23 moving the abutment 2| into engagement with the discharge valve I1.

From the above description it will be noted that the movable abutment 2| cooperates with the brake pipe discharge valve to reduce brake pipe pressure a degree depending upon the movement of the handle 38 from release position into the service zone, and this movement may be either effected ina single movement or in a series of successive stages to effect a continuous or graduated reduction in brake pipe pressure, as desired.

The venting of fluid from the brake pipe I5 by way of the brake pipe discharge valve I1 causes a reduction in pressure cn the face of the application control valve 84 and in the application magnet valve chamber |84, but such reduction in pressure on said valve and in said chamber in no way interferes with the simultaneous operation of the electropneumatic apparatus in effecting a service application of the brakes. The venting of fluid from the brake pipe i5 also causes a service reduction in pressure in the service valve piston chamber |25, but the piston |24 does not respond to such reduction when the application of brakes is being effected electropneumatically, since at the same time as the pressure is being reduced in the chamber |25, the auxiliary reservoir pressure acting in valve chamber |21 is being reduced by flow past the application valve |95 to chamber I9! in the relay valve device 5 and from thence to the brake cylinders I3 at such a rate as to prevent obtaining suicient differential of pressures on piston |24 to move said piston.

If, however, when the handle 38 is moved into the service zone and the brakes fail to apply electrcpneumatically in the manner hereinbefore described, such failure being due possibly to the failure of electric supply such as battery then the service reduction in brake pipe pressure in piston chamber |25 of the service valve device |20 causes the piston |24 to move upwardly to service position which is defined by the engagement of said piston with a gasket 3|6. During this movement of piston |24, the auxiliary slide valve 13| is rst shifted to uncover a service port 3|1 in the main slide valve |30 and then said main slide valve is moved to service position in which service port 3I1 registers with a passage 3I8. With the slide valves |35 and I3| in this service position, fiuid under pressure supplied from the auxiliary reservoir to valve chamber |21 flows to passage 3|8 and from thence through a restricted port 3|!! in a choke plug to passage 28S, then through said passage and pipe 288 to the variable load mechanism 5. Fluid thus supplied to the variable load mechanism fiows past the ball valve 254 and through chamber 248 to passage 249 and from thence to the limiting valve diaphragm chamber 2 I and at the same time as fluid thus iiows past the ball valve 254, fiuid under pressure also iiows from passage 288 past the limiting valve 209 to chamber 2li), from whence fluid flows through pipe 218 to the volume reservoir 21E! and to chamber 211 at the left hand face of the double check valve piston 214.

When the electropneumatic apparatus is ineffective, the chamber 215 in the double check valve device is vented to the atmosphere through the relay valve device, so that fluid under pressure supplied to chamber 211 shifts the piston 214 to its right hand position and thereby opens communication from chamber 211 to passage 280, through which communication, uid flows to pipe 28| and from thence to the brake cylinders I3, thereby applying the brakes.

In case the reduction in brake pipe pressure effected by the brake pipe discharge valve |1 is less than a full service reduction, then when the auxiliary reservoir pressure in valve chamber |21 becomes reduced by flow through the service port 3 I 1 to a degree slightly lower than the brake pipe pressure in chamber |25, the differential of these pressures acting on piston |24 acts to shift said piston and auxiliary slide valve I3| to lap the service port SI1 and therebyv prevent further flow of fluid under pressure from the auxiliary reservoir. If a further reduction in brake pipe pressure is then effected the service piston is again moved to service position to permit a corresponding further reduction in auxiliary reservoir pressure, the maximum service reduction in bra-ke pipe pressure and therefore in auxiliary reservoir pressure being limited by either equalization of auxiliary reservoir pressure into the brake cylinders I3 as may occur in case oi a fully loaded car, o1' by the closure of the limiting valve 2&9 in the variable load mechanism 6 so as to prevent further flow of fluid from the auxiliary reservoir I2 to the brake cylinders, as in case the car is less than fully loaded, as will be hereinafter described.

When the pressure obtained in the brake cylinders I3 and acting on movable abutment 241 of the Variable load mechanism exceeds the opposing pressure of spring 25|, said abutment moves downwardly which permits spring 255 to sea-t valve 254 and cut oif further ilow of uid past said valve. This valve 254 and its spring 255 are provided to permit a limited minimum application of brakes in case the limiting valve 299 should at any time fail to be normally in the unseated condition.

After the valve 254 is seated, iiud under pressure continues to iiow to the brake cylinders I3 by way of passage 288 past the limiting valve 209 and through diaphragm chamber 2I so long as fluid is supplied by the service valve device IZD or until the brake cylinder pressure acting in said chamber on the diaphragm 2II overcomes the opposing pressure of the regulating spring 2| 3, at which time said diaphragm is deflected toward the right hand. This permits spring 2I2 to seat the limiting valve 299 and thus limit the brake cylinder pressure to a degree governed by the adjustment of said spring and therefore proportional to the load on the car.

Whenever a service reduction is eifected in brake pipe pressure a corresponding rate of reduction occurs in the emergency valve piston chamber |35, and permits the pressure in Valve chamber |39 to move said piston and the auxiliary slide valve |43 outwardly to service position in which fluid under pressure is permitted to flow from valve chamber |39 and the connected quick action chamber I4I, through a service port 329 in the auxiliary slide valve |43, and port 299 in the main slide valve |42 to atmospheric passage 399, at the same rate as the brake pipe pressure is reduced, thereby preventing further movement of said piston outwardly. When the pressure in valve chamber I 39 is. thus reduced to a degree slightly below the reduced brake pipe pressure in piston chamber |35, said piston is operated to return the auxiliary slide valve |53 to its normal position and thereby close communication from the service port 320 to port 299 so as to prevent further venting of fluid from the valve chamber |39.

In order to release the brakes after an application effected pneumatically in the manner above described, the handle 38 is turned to the release position and the cam 39 is consequently returned to its normal position, as shown in Fig. 5 of the drawings.

The turning of cam 39 to its normal position moves the fulcrum member 26 and the pivot pin 28 carrying the beam 21 toward the left hand, and with the brake pipe discharge valve I1 seated, the beam 21 acts through the push rod 29 to unseat the supply valve I6 against spring 2|). With the supply valve IB unseated, fluid is supplied from the feed valve device I to chamber I4 and from thence to brake pipe I5, thereby charging said brake pipe to the pressure of fluid supplied by said feed valve device. As the brake pipe pressure increases in chamber I4, sai-d pressure acting on the abutment 2| moves same toward the left hand against the opposing pressure of the regulating spring 23, and such movement acts through the beam 21 to permit spring 28 to move the supply valve I towards its seat, but the regulating spring 23 is so adjusted with respect to the pressure of iiuid supplied by said feed valve device, that when full feed valve pressure is acting in chamber I4 on abutment 2|, said abutment will be so positioned as to maintain the supply Valve I6 slightly unseated.

The increase in brake pipe pressure in piston chamber |25 of the service valve device shifts piston |24 and slide Valves |39 and |3| to the release position in which the auxiliary reservoir |2 is recharged with fluid under pressure from the brake pipe and in which fluid is vented from the brake cylinders I3 by way of pipe 28|, through passage 280 and chamber 211 in the double check valve device 1, through pipe 218, diaphragm chamber 2I|J in the variable load mechanism 9, from said chamber past the limiting valve 209 to passage 288, and at the same time through passage 249 and past the ball valve 254 to passage and pipe 288 and from thence through passage 289, restricted opening 290, passage 29I, cavity 292 in the service valve slide valve |30 and through the exhaust passage 293 to the atmosphere. The reservoir volume 219 being connected to pipe 218 through which iiuid under pressure is vented from the brake cylinders i3, uid under pressure is also released from said reservoir volume upon the release of fluid under pressure from said brake cylinders.

When the pressure of fluid from the brake cylinders I3 acting in diaphragm chamber 2|!) on diaphragm 2|! and in chamber 248 on piston 241 is reduced, as above described, to below the opposing pressures of springs 2I3 and 25|, respectively, said springs act to unseat the valves 289 and 254 and place the apparatus in the release condition.

The increase in brake pipe pressure in the emergency valve piston chamber |35 in efiecting a release of brakes after a service application, acts to shift piston |34 and the auxiliary slide valve |43 to the release position in which the valve chamber |39 and quick action chamber IM are charged with iiuid to the pressure carried in the brake pipe, in the manner hereinbefore described.

When a service application of the brakes is effected electropneumatically on a short train of cars, the reduction in brake pipe pressure effected by operation of the brake pipe discharge valve i1, the application control valve 94 and application magnet |80 may be sufficiently great before the relay valve device 5 operates to reduce auX- iliary reservoir pressure by supplying iiuid under pressure from said auxiliary reservoir to the brake cylinders I3, as to cause the service valve Idevice |29 to move to service position and thereby establish the communication through which fluid under pressure is adapted to be supplied to chamber 211 in the double check valve device 1 and from thence to the brake cylinders, as when a service application of the brakes is eected pneumatically, as hereinbefore described.

If the electropneumatic brake controlling apparatus is functioning as intended, it is not desired that the brakes be applied by operation of the service valve device |25 as just described, and in order to ensure that such operation will not occur, the volume reservoir 273 is connected to pipe 295 and is adapted to delay or retard the build up of pressure in chamber 2N of the double check valve device, due to the supply of uid under pressure from the service valve device |25, sufficiently to permit the relay valve device to operate and supply sufficient pressure to chamber 215 at the opposite side of the double check valve piston 274 to move said double check valve piston to its left hand position, in case it is not in said position, or to hold said double check valve in said position, against the retarded increase in pressure in chamber 2li, so that the brakes will be controlled electropneumatically through the operation ci the relay valve device 5. The reservoir 2215 serves no useful function except as just described.

Ii it is desired to effect an emergency application oaf the brakes, the handle 33 is turned to emergency position which permits operation of the brake pipe supply valve i6 to cut off the supply of duid under pressure to chamber I4 and thus to the brake pipe, and also permits operation of the brake pipe discharge valve to vent uid under pressure from the brake pipe at a service rate, in the same manner as when a service application of the brakes is eiiected. In addition however, the movement of said handle to emergency position turns the cam 49, shown in Figs. l and 3, into engagement with stem 48 and unseats the brake pipe vent valve 45. With the vent valve 4U unseated, fluid under pressure is vented from the brake pipe I5 at an emergency rate through chamber i4, passage 42, vent valve chamber 4|, past sai-d vent valve, through the aperture 45, chamber 46 and from thence to the atmosphere through the atmospheric exhaust passage 41.

This emergency rate of reduction in brake pipe pressure initiated by the vent valve 40 causes a corresponding rate of reduction in pressure to occur in the service valve piston chamber |25 and emergency valve piston chamber |35 of the pneumatic brake controlling valve device 3 closest in the train to said vent valve, and the service valve device operates in the same manner as in effecting a service application of the brakes to supply fluid under pressure from the auxiliary reservoir !2 to the brake cylinders I3. The emergency rate of reduction in brake pipe pressure in the emergency piston chamber |35 permits the pressure of fiuid in valve chamber |35 to move the piston |34 and thereby the slide valves |42 and |43 to emergency position which is dened by engagement of said piston with a gasket 32|. It Will be noted that piston |34 and slide valve |43 do not stop in the service position in moving from release position as when a service application of the brakes is effected due to the inability of service port to reduce the pressure in chamber |33 at the emergency rate of brake pipe reduction effected in chamber |35.

At the time shoulder |46 on the emergency piston stem |44 engages the left hand end of the main slide valve |42, as the parts of the emergency valve device are moved to emergency position, the port 29|' is uncovered by the auxiliary slide valve |43 which permits iluid under pressure to flow from valve chamber 36 and connected quick action chamber' |4| through said port to passage |55then upon movement of the main slide valve |42 to emergency position, the passage |55 is connected past the left hand end of the main slide valve |42 directly to chamber |39. Fluid under pressure thus supplied to passage |55 flows to the high pressure valve piston chamber |66 and to the brake pipe vent valve piston chamber |54.

Fluid under pressure thus supplied to the brake pipe vent valve piston chamber |54 moves the piston |53 toward the right hand and unseats the vent valve |55 which establishes a direct communication from the brake pipe i5 to the atmosphere through the vent valve chamber l5 chamber |58 and atmospheric passage |59, through which communication iiuid under pressure is adapted to be completely vented from the brake pipe at an emergency rate for propagating, serially, emergency action through a train in the usual manner.

Fluid under pressure supplied to the high pressure valve piston chamber |66 moves the piston |55 and therefore plunger |64 toward the right hand until valve |75 is seated. This movement of plunger |64 acts to unseat the high pressure valve |55 which permits fluid from the main reservoir 8 to flow through the main reservoir pipe 9, passage |62, valve chamber 6|, past the high pressure valve |65 to a chamber 322, and from thence through passage 323, past ball check valves 324, and through passage 325 to passage 289 to which iiuid under pressure is supplied through the restricted opening 3|9 from the auxiliary reservoir i2 by operation of the service valve device |26.

Fluid under pressure thus supplied to passage 289 at a restricted rate from the auxiliary reservoir l2 and at a rapid rate from the main reservoir 3 ovvs to pipe 288 and from thence through the variable load mechanism 6 and double check valve device 'l to the brake cylinders |3, thereby rapidly applying the brakes.

The degree of pressure obtained in the brake cylinders in effecting an emergency application of the brakes as just described, is limited by the adjustment of the variable load mechanism 6 according to the load on the car in the same manner as when a service application of the brakes is effected pneumatically by the operation of the service valve device |25, the difference between the emergency and service applications residing in the faster rate obtained when an emergency application of the brakes is effected, than when a service applicationv of the brakes is effected.

Fluid under pressure supplied from the quick action chamber |4| and emergency valve chamber 39 to operate the brake pipe vent valve piston |53 and high pressure valve piston |65 is gradually vented to the atmosphere through a restricted port 326 in the vent valve piston |53 to chamber |55, and from thence through passage |51, chamber |53 and atmospheric passage |59. When the pressure in chamber |54 is thus reduced sufficiently, spring |52 acts to seat the vent valve |56 so as to permit the brake pipe to be charged when it is desired to effect a release of the brakes, and when the pressure in the high ressure piston chamber |66 is reduced sufficiently, spring |63 acts to seat the high pressure valve |60. The size of the restricted port 326 is so proportioned to the combined volumes of the quick action chamber |4| and emergency valve chamber |39 that the vent valve |56 Will not be permitted to seat until the brake pipe I5 is substantially completely vented, and the high pressure valve |55 is not permitted to scat until after the brakes are fully applied. The check valves 324 are provided to prevent leakage of fluid under pressure from the brake cylinders 3 and auxiliary reservoir I2, after the high pressure valve |60 is seated, by way of passages 289 and 325 to passage 323 and from thence through chamber 322 and past the plunger |64- to chamber |67 which is open to the atmosphere through passage |68.

When the handle 38 is moved to the emergency position to eiect an emergency application of the brakes, the toggle switches are operated to eiect energization of the release control magnet 9?, application control magnet 96, release magnet |12 and application magnet |80 in the same manner as when a service application of the brakes is eiected, but the energization of these magnets accomplishes no purpose, since the brake pipe l is completely and rapidly vented in emergency which eliminates the source of iiuid under pressure upon which the application magnet |80 depends to eiect the operation of the relay valve device 5.

In view of the ineiectiveness of the toggle switches and magnets of the apparatus when an emergency application of the brakes is effected, it will be evident that an emergency application of the brakes will be obtained in the manner above described regardless of whether said magnets are operative or inoperative.

In order to eiect a release of brakes after an emergency application, the handle 38 is turned to release position which permits spring 43 to seat the brake pipe vent valve 40 and which operates the beam 21 to seat the brake pipe discharge valve and unseat the brake pipe supply valve |6. With the supply valve unseated, fluid under pressure is supplied to the brake pipe I5, and the parts of the service valve device |20 and emergency valve device |2| ar shifted to their release position by the consequent increase in brake pipe pressure. In the release position of the emergency valve device |2I, the quick action chamber |4| is charged with iluid at brake pipe pressure, while in release position of the service valve device |20 the auxiliary reservoir I2 is charged with fluid under pressure from the brake pipe, and i'luid under pressure is vented from the brake cylinders |3 by way of the double check valve device 1, variable load mechanism 6 and service valve device |20, in the same manner as hereinbefore described.

It will now be noted that according to the invention, a brake equipment is provided which is operative upon movement of the combined brake valve and brake switch device into the service zone to effect an application of the brakes electropneumatically, but in case the electrically controlled apparatus fails to apply the brakes as intended, the brakes will be applied pneumatically by the reduction in brake pipe pressure. In the case of an electropneumatic application of the brakes, the degree of brake application is varied according to the load on the car regardless of the degree of the application, while in case the application of the brakes is effected pneumatically due to a reduction in brake pipe pressure, only the maximum degree of application is limited in accordance with the load on the car. An emergency application of the brakes is obtainable only by reducing the brake pipe pressure at an emergency rate, such application being obtainable at a faster rate than a service application is obtained, but the degree is limited according to the load on the car the same as when a service application of the brakes is effected due to a service reduction in brake pipe pressure.

While one illustrative embodiment of the invention has been described in detail, it is not my intention to limit its scope to that embodiment or otherwise than by the terms of the appended claims.

Having now described my invention, what I claim as new and desire to secure by Letters Patent, is:

1. In a braking system, in combination, electroresponsive means operative to effect an application of the brakes, a brake pipe, means 0perated upon a reduction in brake pipe pressure for effecting an application of the brakes which varies in degree according to the degree of reduction in brake pipe pressure, a manually operated member, switch means controlled by said member for effecting the operation of said electroresponsive means to apply the brakes to a degree dependent upon each diierent position of said member in said zone, and valve means controlled by said member and operated simultaneously With said switch means for reducing the brake pipe pressure a degree which varies according to each diierent position of said member in said zone.

2. In a braking system, in combination, electroresponsive means operative to eect an application and a release of brakes, a brake pipe, means operated upon a reduction in brake pipe pressure to eifect an application of the brakes in accordance with the degree of said reduction and operated upon an increase in brake pipe pressure to effect a release of the brakes, a manually movable member, switch means controlled by said member for effecting the operation of said electroresponsive means to apply and release the brakes to a degree dependent upon the extent of movement of said member, and valve means controlled by said member and operated simultaneously with said switch means for varying the brake pipe pressure according ot the extent of movement of said member.

3. In a braking system, in combination, electroresponsive means operative to effect an application of the brakes, a brake pipe, means operated upon a reduction in brake pipe pressure for eiecting an application of the brakes, which varies in degree according to the degree of reduction in brake pipe pressure a manually operated member, means for effecting the operation of said electroresponsive means to apply the brakes to a degree dependent upon the extent of movement of said member, means for reducing the brake pipe pressure according to the extent of movement of said member, and means operative upon operation of said electroresponsive means to Arender the uid pressure responsive means inoperative to effect an application of the brakes.

4. In an electropneumatic brake, the combination with electroresponsive means operative to effect an application of the brakes, switch means operative to control said electroresponsive means, manually operative means for controlling said switch means, and means operative in accordance with the operation of said manually operative means for also controlling said switch means.

5. In an electropneumatic brake, the combination with electroresponsive means operative to effect an application, a release and a lap of brakes, switch means operative to control said electroresponsive means, manually operated means for positioning said switch means to effect the operation of said electroresponsive means to apply or release the brakes, and means operative according to the positioning of said switch means to effect operation of said switch means to lap the brakes.

6. In an electropneumatic brake, the combination with electroresponsive means operative upon energization to effect an application of the brakes, a manually operable member, switch means controlled by said member and operative upon movement of said member to energize said electroresponsive means, means operated upon an increase in fluid pressure in a chamber for operating said switch means to deenergize said electroresponsive means, and means controlled by said switch means for supplying fluid under pressure to said chamber.

7. In an electropneumatic brake, the combination with electroresponsive means operative upon energization to effect an application of the brakes, manually operable switch means movable to energize said electroresponsive means, fluid pressure responsive means operative to operate said switch means to deenergize said circuit, and other electroresponsive means controlled by said switch means operative to vary the fluid pressure in said chamber.

8. In an electropneumatic brake, the combination with electroresponsive means operative to effect the application and the release of brakes, switch means for controlling the operation of said electroresponsive means, a lever for operating said switch means, manually operated means for moving said lever, and timing means set in operation upon the operation of said manually operated means for also moving said lever.

9. In an electropneumatic brake, the combination with a brake release switch and a brake application switch, said switches being cooperative to control the application, the release and the lap of brakes, a lever for operating said switches, a manually controlled member for controlling the operation of said lever to effect the application and release of brakes, a movable abutment for operating said lever to effect a lap of the brakes, and means set in operation, upon movement of said manually controlled member, for effecting the operation of said abutment a time interval after the movement of said manually controlled member which varies with the extent of movement of said manually controlled member.

10. In an electropneumatio brake, the combination with a brake release switch and a brake application switch, said switches being cooperative to control the application, the release and the lap of brakes, a lever for operating said switches, a manually controlled member for controlling the operation of said lever to effect the application and the release of brakes, a movable abutment connected to said lever and subject to the opposing pressures of fluid under pressure and a spring, and operated upon an increase in fluid pressure to effect a lap of brakes according to the extent of movement of said manually controlled member in one direction and operated upon a reduction in fluid pressure to effect a lap of brakes according to the extent of movement of said manually controlled member in the opposite direction, and means operated according to the direction of movement of said handle for either increasing or decreasing the pressure of fluid on said abutment.

1l. In an electropneumatic brake, the combination with a brake release switch and a brake application switch, said switches being cooperative to control the application, the release and the lap of brakes, a lever for operating said switches, a manually controlled member for controlling the operation of said lever to effect the application and the release of brakes, a movable abutment connected to said lever and subject to the opposing pressures of fluid under pressure and a spring, and operated upon an increase in fluid pressure to effect a lap of brakes according to the extent of movement of said manually controlled member in one direction and operated upon a reduction in fluid pressure to effect a lap of brakes according to the extent of movement of said manually controlled member in the opposite direction, and electroresponsive means controlled by said switches for increasing and decreasing the pressure of fluid on said abutment.

l2. In an electropneumatic brake, the combination with a brake release switch and a brake application switch, said switches being cooperative to control the application, the release and the lap of brakes, a lever for operating said switches, a fulcrum member pivotally connected to said lever at a point intermediate the ends, a spring, a timing reservoir, a movable abutment subject to the opposing pressures of fluid in said timing reservoir and said spring and pivotally connected to said lever at another point, a cam fcr operating said fulcrum member and thereby turning said lever about the fulcrum connection to said abutment for operating said switches to effect an application and a release of the brakes and to vary the pressure of fluid in said timing reservoir, and a handle for operating said cam, said abutment being operated according to variations in pressure in said timing reservoir to turn said lever about the pivot connection to said fulcrum member for effecting the lap of brakes according to the extent of movement of said handle.

13. In a fluid pressure brake, the combination with a brake pipe, an auxiliary reservoir, and a brake cylinder, of a relay valve device operated by fluid under pressure supplied to a chamber to supply fluid under pressure from said auxiliary reservoir to said brake cylinder according to the degree of pressure obtained in said chamber, electroresponsive means operative to supply fluid under pressure from said brake pipe to said chamber and to bottle fluid under pressure in said chamber, a manually movable member operative to effect the operation of said electroresponsive means to supply fluid under pressure from said auxiliary reservoir to said chamber, a mechanism operated to effect the operation of said electroresponsive means to cut off the supply of fluid under pressure to said chamber and bottle fluid under pressure in said chamber, and means operated upon the operation of said manually operated member to effect the operation of said mechanism a time interval after movement of said manually operated member which varies according to the extent of movement of said manually operated member.

1li. A brake control device comprising a casing having a chamber in which pressure of fluid is adapted to be varied for controlling the brakes, a valve for supplying fluid under pressure to said chamber, a valve for venting fluid under pressure from said chamber, a manually movable member, cam means operated by said manually movable member, and a movable abutment operated according to variations in fluid pressure in said chamber and cooperative with said cam means to control the operation of said Valves to vary the pressure of fluid in said chamber according to the extent of movement of said manually movable member, a plurality of switches for controlling the brakes electrically, switch -control cam means operated by said manually movable member, a movable element operative according to variations in fluid pressure and cooperative with said switch control cam means for controlling the operation of said switches to vary the degree of application of brakes according to the extent of movement of said manually movable member, and means operated upon movement oi' said manually movable member for varying the pressure of fluid on said movable element.

15. In a braking system for a train having a control car and one or more cars to the rear of the control car, in combination, electroresponsive means on a car to the rear of the control car operative to control the application, the release and the lap of brakes on said car, switch means on the control car operative to control said electroresponsive means, a manually operative member on the control car movable in a zone for controlling the operation of said switch means to effect various degrees of application or release of the brakes, and means on the control car operative according to the position of said member in said zone to effect the operation of said switch means and thereby said electroresponsive means to lap the brakes upon cessation of movement of said member in said zone.

16. In a braking system for a train having a control car and one or more cars to the rear of the control car, in combination, electroresponsive means on a car to the rear of the control car operative to control the application, the release and the lap of brakes on said car, switch means on the control car operative to control said electroresponsive means, a manually operative member on the control car movable in a Zone for controlling the operation of said switch means to effect various degrees of application or release of the brakes, electroresponsive means on the control car operative in parallel with the electroresponsive means on the car to the rear of the control car, and means operative by the electroresponsive means on the control car for effecting operation of said switch means and thereby both electroresponsive means to lap the brakes according to the position of said member in said zone.

17. A manually operated control device for a braking system of the type having electroresponsive means for controlling braking of a car, and a pipe in which the pressure of fluid is adapted to be varied for also controlling braking of the car, said device comprising a shaft, a manally operative member secured to said shaft and operative to turn said shaft through a brake control zone, switch means for controlling the operation of said electroresponsive means, a member associated with said shaft for operating said switch means and thereby effecting the operation of said electroresponsive means to initiate either an application of the brakes or a release of the brakes, means for operating said switch means to effect the operation of said electroresponsive means to lap the brakes in accordance with the position of said manually operative member in said Zone; valve means operative to vary the pressure of iiuid in said pipe, an element associated with said shaft for operating said valve means to initiate either an increase or a decrease in the pressure of fluid in said pipe, and means for effecting the operation of said valve means to lap said pipe in accordance with the position of said manually operative member in said zone.

18. A manually operated control device for a braking system of the type having electroresponsive means for controlling braking of a car, and a pipe in which the pressure of fluid is adapted to be varied for also controlling braking of the car, said device comprising a shaft, a manually operative member secured to said shaft and operative to turn said shaft through a brake control zone, a cam mounted on said shaft, a pair of relatively movable switch members operative by said cam, regardless of the position of said member in said zone, to effect the operation of said electroresponsive means to initiate an application or release of the brakes, means for operating said switch members to effect the operation of said electroresponsive means to lap the brakes in accordance with the position of said member in said zone, another cam mounted on said shaft; valve means operative by said other cam, regardless of the position of said member in said Zone, to initiate a change in pressure in said pipe, and means for effecting the operation of said valve means to lap said pipe in accordance With the position of said member in said zone.

19. In a railway train brake system, the combination with a brake cylinder, and at least one reservoir, of valve means operable by fluid under pressure for controlling the supply of fluid under pressure from said reservoir to said brake cylinder, means for electropneumatically effecting a supply of uid under pressure to operate said valve means, means for pneumatically effecting a supply of fluid under pressure to operate said valve means, and means operable when fluid is supplied to operate said valve means for effecting a lapping of the supply.

SAMUEL L. WILLIAMS.

CERTIFICATE OF CORRECTION. Patent No. 2-,lh.7,527. February lh, 1959.

SAMUEL L. WILLIAMS It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows: Page l5, second column, line 18, claiml, for the words "each different. position" read the extent ofmovement; line 19, same claim, strike out "in' said zone"; lines 25 and 2h, same claim l, for "each different positionof said member in said zone" read theextent of movement of said member;l line )42, beginningV with In a braking system" strike out all to and including the word and period "brakes. in line 5T, comprising claim 5 and insert instead the following In a braking system, in combination, electroresponsive means operative to effect an application of the brakes, a vbrake pipe, means operated upon a reduction in brake pipe pressur efor effecting an application of the brakes which varies in degree according to the degree of reduction in brake pipe pressure, a manually operated member movable in a brake controlling zone, means for effecting the operation of said electroresponsive means to apply the brakes to a degreedependent upon each different position of said member in said zone', means for reducing the brake pipe pressure a degree which varies according to each different position of said member in said zone, and means operative upon operation of said electroresponsiv'e means to render the fluid pressure responsive means inoperative to effect an application of the brakes.;

and that the saidLetters Patent shouldbe read with this correction there# in that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 51st day of October, A. D. 1959.

. Henry Van Arsdale,

Seal) Acting Commissioner of Patents. 

